CN114572174B - Brake control system for railway vehicle - Google Patents
Brake control system for railway vehicle Download PDFInfo
- Publication number
- CN114572174B CN114572174B CN202111457539.6A CN202111457539A CN114572174B CN 114572174 B CN114572174 B CN 114572174B CN 202111457539 A CN202111457539 A CN 202111457539A CN 114572174 B CN114572174 B CN 114572174B
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- Prior art keywords
- valve
- brake control
- control unit
- brake
- compressed air
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- 238000002955 isolation Methods 0.000 claims description 62
- 238000001514 detection method Methods 0.000 claims description 15
- 239000012530 fluid Substances 0.000 claims description 4
- 230000000977 initiatory effect Effects 0.000 claims description 4
- 230000001276 controlling effect Effects 0.000 description 20
- 230000003137 locomotive effect Effects 0.000 description 7
- 238000007599 discharging Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
- B60T8/92—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action
- B60T8/94—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means automatically taking corrective action on a fluid pressure regulator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
- B60T13/365—Compressed-air systems direct, i.e. brakes applied directly by compressed air for railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
- B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
- B60T8/3605—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force wherein the pilot valve is mounted in a circuit controlling the working fluid system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/402—Back-up
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Electromagnetism (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Regulating Braking Force (AREA)
Abstract
A brake control system for a railway car having two bogies includes a first brake control unit and a second brake control unit for controlling braking of the first bogie and the second bogie. The first brake control unit includes a first relay valve and a first brake control module for controlling application of a first pilot pressure to the first relay valve. The second brake control unit includes a second relay valve and a second brake control module for controlling application of a third pilot pressure to the second relay valve. The brake control system includes a fail-safe valve that provides a first pilot pressure to the first relay valve or a third pilot pressure to the second relay valve in response to a failure of the first brake control unit or the second brake control unit.
Description
Technical Field
The present invention relates generally to brake control systems for rail vehicles. More particularly, the present invention relates to a brake control system and method for controlling railcar braking during hardware or electrical or electronic control failures.
Background
During the past century, trains have employed pneumatic brake systems to control movement of rail cars, subway rail cars and locomotives. In the case of locomotives with rail cars, the rail car brake application or release is typically configured to respond to a change in brake pipe pressure, the brake pipe being a long continuous pipe from the lead locomotive to the last rail car. When the brakes of the train are applied, the electrically controlled valve reduces the brake pipe pressure and the individual brakes on each railcar are applied accordingly. When the brakes of the train are released, the electrically controlled valve regulates the brake pipe pressure and the individual brakes on each railcar are released accordingly. An electrical control valve for controlling the pressure of the brake pipe may be installed in a control unit of the locomotive that may receive electronic control inputs from a locomotive driver brake controller. In the case of a subway rail car with a monotube system, the application and release of braking is directly controlled by an electrically controlled valve with a pneumatic relay by inflating and deflating the brake cylinders on each bogie. In the case of a subway rail car having a double pipe system, along with the system described above for a single pipe system, there is a brake pipe from the first rail car to the last rail car, similar to a locomotive having a rail car, for applying and releasing brakes in each car during failure of an electrically controlled valve.
If the control valve fails, the brake pipe pressure/brake cylinder pressure will not be able to be reduced or adjusted. However, the train may still be stopped by the emergency brake application. Typically, emergency brake valves are used to rapidly reduce the air pressure in the brake pipe/the filling pressure in the brake cylinder pipe to trigger the application of the train brakes. However, failure of the electronic controller may prevent the normal operation of the train and may prevent the train from continuing to travel effectively until it can be serviced and repaired. Furthermore, current systems may not allow the train operator to continue operating the locomotive/railcar with default brake application and release functions. There is a need in the art for a system that allows a train to operate with a default braking function even after one or more control valves have failed.
Disclosure of Invention
In accordance with an aspect of the present invention, a brake control system for a railcar having two bogies is disclosed. The brake control system includes: and the first brake control unit is used for controlling the braking of the first bogie of the railway car. The first brake control unit includes: and the first relay valve is used for controlling the compressed air to flow from the main air storage tank to the first brake cylinder pipe so as to control the braking of the first bogie. The first relay valve allows compressed air to flow to the first brake cylinder pipe when a first pilot pressure is applied. The first brake control unit further includes: and a first brake control module for controlling the application of the first pilot pressure to the first relay valve to drive the first relay valve. The first brake control module controls application of the first pilot pressure during normal operation of the first brake control unit. The brake control system further includes: and the second brake control unit is used for controlling the braking of the second bogie of the railway car. The second brake control unit includes: and a second relay valve for controlling the flow of compressed air from the main air tank to a second brake cylinder pipe to control the braking of the second bogie. The second relay valve allows compressed air to flow to the second brake cylinder pipe when a third pilot pressure is applied. The second brake control unit further includes: and a second brake control module for controlling the application of the third pilot pressure to the second relay valve during normal operation of the second brake control unit. The brake control system also includes a bypass conduit and a failsafe valve. The bypass conduit connects the outlet of the first brake control module to the outlet of the second brake control module. Furthermore, the fail-safe valve is adapted to move between an open position and a closed position. In the closed position, the failsafe valve prevents compressed air from flowing between the first brake control unit and the second brake control unit via the bypass conduit. In the open position, the failsafe valve allows compressed air to flow between the first brake control unit and the second brake control unit via the bypass conduit. The fail-safe valve provides the first pilot pressure to the first relay valve when the first brake control unit fails, and provides the third pilot pressure to the second relay valve in response to a failure of the second brake control unit.
In one embodiment, the first brake control module includes: a first application valve is fluidly connected to the main air reservoir and adapted to move to an open position and a closed position. Upon receipt of an electrical signal in response to initiating braking of the railcar, the first apply valve is moved to the open position to allow compressed air to flow from the main air reservoir to the first relay valve. The first brake control module further includes: a first isolation valve is disposed downstream of the first application valve and is adapted to control the flow of compressed air from the first application valve to the first relay valve. Upon detection of a failure of the first brake control unit, the first isolation valve moves to a closed position to prevent compressed air from flowing between the first apply valve and the first relay valve.
In one embodiment, the first brake control module includes a first release valve fluidly connected to the first apply valve and the first isolation valve. The first release valve facilitates release of a first pilot pressure applied to the first relay valve to release braking of the first bogie.
According to one embodiment, the first release valve is moved to a closed position upon detection of a brake application of the railcar. In the closed position, the first relief valve prevents the compressed air from flowing downstream of the first relief valve.
In one embodiment, the second brake control module includes: a second apply valve is fluidly connected to the main air reservoir and adapted to move to an open position and a closed position. Upon receipt of an electrical signal in response to initiating braking of the railcar, the second apply valve is moved to the open position to allow compressed air to flow from the main air reservoir to the second relay valve. The second brake control module further includes: and a second isolation valve disposed downstream of the second application valve and adapted to control the flow of the compressed air from the second application valve to the second relay valve. Upon detection of a failure of the second brake control unit, the second isolation valve is moved to a closed position to prevent compressed air from flowing between the second apply valve and the second relay valve.
According to one embodiment, the second brake control module includes a second release valve fluidly connected to the second apply valve and the second isolation valve. The second release valve facilitates release of a third pilot pressure applied to the second relay valve to release braking of the second bogie.
In one embodiment, the second release valve is moved to the closed position upon detection of a brake application of the railcar. In the closed position, the second relief valve prevents compressed air from flowing downstream of the second relief valve.
In one embodiment, a failure of the first brake control unit is detected upon detection of a failure of the first application valve and/or the first release valve.
In one embodiment, a failure of the second brake control unit is detected upon detection of a failure of the second application valve and/or the second release valve.
According to one embodiment, the brake control system includes a second failsafe valve fluidly connecting the brake control system to another brake control system of another railcar to provide a pilot pressure to the other brake control system.
Drawings
Hereinafter, the present invention will be described in more detail with reference to embodiments shown in the drawings. It should be emphasized that the illustrated embodiments are for exemplary purposes only and should not be taken as limiting the scope of the invention.
FIG. 1 illustrates a brake control system having a first brake control unit for controlling a first truck brake of a railcar and a second brake control unit for controlling a second truck brake of the railcar, in accordance with an embodiment of the present invention;
FIG. 2 illustrates a brake control system depicting a first failsafe valve in an open position to provide pilot pressure from a first brake control unit to a second brake control unit during a failure of the second brake control unit in accordance with an embodiment of the invention;
FIG. 3 illustrates a brake control system depicting a first failsafe valve in an open position to provide pilot pressure from a second brake control unit to a first brake control unit during a failure of the first brake control unit in accordance with an embodiment of the invention;
FIG. 4 illustrates a brake control system having a second failsafe valve for providing compressed air to the brake control system of another railcar in accordance with an embodiment of the present invention;
FIG. 5 illustrates a brake control system depicting a second failsafe valve in an open position to provide compressed air to a brake control system of another railcar in accordance with an embodiment of the present invention; and
fig. 6 shows a brake control system according to an alternative embodiment of the invention.
Detailed Description
Referring to fig. 1, 2 and 3, a schematic diagram of a brake control system 100 for controlling the application and release of brakes of a rail car is shown. Typically, each railcar includes two bogies, and brake control system 100 includes: a first brake control unit 102 for controlling the application and release of a first brake associated with one of the bogies; and a second brake control unit 104 for controlling a second brake associated with the other bogie. Each of the brake control units 102, 104 is adapted to control the flow of compressed air from the main air reservoir 106 to a respective one of the two brake cylinder pipes 108, 110 and to control the air pressure in the brake cylinder pipes 108, 110 to control the application and/or release of brakes (not shown) of the two bogies.
As shown, the first brake control unit 102 includes: a first relay valve 112 in fluid communication with the main air reservoir 106 and the first brake cylinder pipe 108 and adapted to control the flow of compressed air from the main air reservoir 106 to the first brake cylinder pipe 108; and a first brake control module 120 for controlling application of a pilot pressure (first pilot pressure) applied to the first relay valve 112. Further, the brake control system 100 includes a control reservoir 122, the control reservoir 122 being fluidly connected to the main reservoir 106 and adapted to control a pressure value of the second pilot pressure applied to the first relay valve 112. The opening and closing of the first relay valve is controlled by controlling the first pilot pressure and the second pilot pressure provided to the first relay valve 112.
The first relay valve 112 may be a pneumatically operated/actuated valve and prevents or allows compressed air to flow from the main air reservoir 106 to the first brake cylinder pipe 108. The first relay valve 112 is adapted to move to an open position and a closed position based on a first pilot pressure and a second pilot pressure applied to the first relay valve 112. In an embodiment, in the open position, the first relay valve 112 allows compressed air to flow from the main air reservoir 106 to the first brake cylinder pipe 108 and/or to drain compressed air from the first brake cylinder pipe 108 according to the first and second pilot pressures, and in the closed position, the first relay valve 112 prevents compressed air from flowing from the main air reservoir 106 to the first brake cylinder pipe 108.
To control the first pilot pressure applied to the first relay valve 112, and thus the application or release of the brakes of the first bogie, the first brake control unit 102 includes a first brake control module 120 having a first release valve 126, a first apply valve 128, and a first isolation valve 130. The valves 126, 128, 130 are electrically actuated valves and are moved to an energized state upon receipt of an electrical signal.
As shown, the first apply valve 128 is fluidly coupled to the main air reservoir 106 and is adapted to move between an open position (energized state) (shown in fig. 1 and 2) and a closed position (de-energized state) (shown in fig. 3). As shown, the first apply valve 128 is fluidly connected to the main air reservoir 106 via a first flow path 132. Further, the first application valve 128 is fluidly coupled to the first release valve 126 via a second flow path 134 and to the first isolation valve 130 via a third flow path 136. Thus, the first relief valve 126 is fluidly connected to both the first isolation valve 130 and the first application valve 128. As shown, both the first relief valve 126 and the first isolation valve 130 are disposed downstream of the first application valve. In the open position, the first application valve 128 allows compressed air to flow from the main air reservoir 106 to the first isolation valve 130 via the third flow path 136. It will be appreciated that the first application valve 128 is biased to a closed position and moves to an open position upon receipt of an electrical drive signal.
Similar to the first application valve 128, the first release valve 126 is adapted to move between an open position (a de-energized state) (as shown in fig. 3) and a closed position (an energized state) (as shown in fig. 1 and 2) and is biased to the open position. Thus, the first relief valve 126 moves to the closed position upon receipt of the electrical drive signal. In the open position, the first relief valve 126 allows compressed air flow downstream of the first relief valve 126, while in the closed position, the first relief valve 126 prevents compressed air flow downstream of the first relief valve 126.
Further, the first isolation valve 130 is also adapted to move between an open position (powered off state) and a closed position (powered on state) and is biased to the open position. Accordingly, the first isolation valve 130 moves to the closed position upon receipt of the electrical drive signal. In the open position, the first isolation valve 130 allows compressed air to flow to the first relay valve 112, while in the closed position, the first isolation valve 130 prevents compressed air from flowing from the first application valve 128 to the first relay valve, and vice versa. Thus, in the closed position, the first isolation valve 130 isolates the first brake control module 120 from the first relay valve 112 and the second brake control unit 104.
Further, the first brake control unit 102 may include a first emergency valve 140, the first emergency valve 140 being fluidly coupled to the first isolation valve 130 via a fourth flow path 142 and disposed downstream of the first isolation valve 130. The first emergency valve 140 is also fluidly coupled to the main air reservoir 106 to receive compressed air from the main air reservoir 106 via a fifth flow path 144. Further, the first emergency valve 140 is fluidly connected to the first relay valve 112 via a sixth flow path 146. As shown, the first emergency valve 140 is an electrically actuated valve and is adapted to move between a first position and a second position. The first emergency valve 140 is biased to a first position and moves to a second position upon receipt of an electrical drive signal. In the first position, the first emergency valve 140 fluidly connects the fifth flow path 144 to the sixth flow path 146 to allow compressed air as a first pilot pressure to flow from the main air reservoir 106 to the first relay valve 112 via the fifth flow path, and in the second position, the first emergency valve 140 fluidly connects the fourth flow path 142 to the first relay valve 112 via the sixth flow path 146 to apply the first pilot pressure to the first relay valve 112.
It will be appreciated that during normal operation of the first brake control unit 102, in response to detecting depression/movement of the brake lever by the operator, the first controller of the first brake control unit 102 may apply/provide an electrical drive signal to the valves 126, 128, 140 to apply/release the brakes to the railcars. For example, when the brake control system 100 or the first brake control unit 102 is operating normally, the first controller may provide an electrical drive signal to the first apply valve 128 and the first release valve 126 in response to detecting an operator's depression/movement of the brake lever to apply the actuator to the railcar. In addition, an electrical drive signal is provided to the first emergency valve 140 to maintain the first emergency valve 140 in the second position regardless of the movement of the brake lever. Thus, to apply the brakes, during normal operation of the brake control system 100 or the first brake control unit 102, the first controller moves the first apply valve 128 to an open position and the first release valve 126 to a closed position. To release the actuator in response to detecting the operator's depression/movement of the brake lever to release the brake of the railcar, the first controller moves the first apply valve 128 to the closed position and the first release valve 126 to the open position during normal operation of the brake control system 100 or the first brake control unit 102. In addition, an electrical drive signal is provided to the first emergency valve 140 to maintain the first emergency valve 140 in the second position regardless of the movement of the brake lever.
In an embodiment, the brake control system 100 may include a redundant controller to control the actuation of the first isolation valve 130 when the first brake control unit 102 or the brake control system 100 fails. When an electrical failure of the first release valve 126 and/or the first apply valve 128 is detected, a failure of the first brake control unit 102 is detected. Upon detecting a failure of the first brake control unit 102, the redundant controller may apply/provide an electrical drive signal to the first isolation valve 130. Accordingly, in response to detecting a failure of the brake control system 100 or the first brake control unit 102, the first isolation valve is moved to the closed position. Thus, during normal operation of the first brake control unit 102, the first isolation valve 130 remains in the open position and is driven to the closed position upon detection of a failure of the first brake control unit 102 or the brake control system 100. Although the redundant controller is expected to control the first isolation valve 130 during a failure of the first brake control unit 102, it will be appreciated that the first controller may also control the first isolation valve 130 upon detection of a failure of the first brake control unit 102.
Returning to fig. 1, the second brake control unit 104 includes: a second relay valve 150 in fluid communication with the main air reservoir 106 and the second brake cylinder pipe 110 and adapted to control the flow of compressed air from the main air reservoir 106 to the second brake cylinder pipe 110; and a second brake control module 152 for controlling the application of pilot pressure (i.e., a third pilot pressure) applied to the second relay valve 150. Further, the control reservoir 122 is fluidly connected to the second relay valve 150 and is adapted to control the pressure value of the fourth pilot pressure applied to the second relay valve 150. The opening and closing of the second relay valve 150 are controlled by controlling the third pilot pressure and the fourth pilot pressure provided to the second relay valve 150.
The second relay valve 150 may be a pneumatically operated valve and prevents or allows compressed air to flow from the main air reservoir 106 to the second brake cylinder pipe 110. The second relay valve 150 is adapted to move to an open position and a closed position based on a third pilot pressure and a fourth pilot pressure applied to the second relay valve 150. In an embodiment, in the open position, the second relay valve 150 allows compressed air to flow from the main air reservoir 106 to the second brake cylinder pipe 110 and/or to drain compressed air from the second brake cylinder pipe 110 according to the third and fourth pilot pressures, and in the closed position, the second relay valve 150 prevents compressed air from flowing from the main air reservoir 106 to the second brake cylinder pipe 110.
To control the third pilot pressure applied to the second relay valve 150, and thus the application or release of the second bogie brake, the second brake control unit 104 includes a second brake control module 152 having a second release valve 156, a second apply valve 158, and a second isolation valve 160. The valves 156, 158, 160 are electrically operated and move to an energized state upon receipt of an electrical signal.
As shown, the second apply valve 158 is fluidly connected to the main air reservoir 106 and is adapted to move between an open position (energized state) (shown in FIGS. 1 and 3) and a closed position (de-energized state) (shown in FIG. 2). As shown, the second apply valve 158 is fluidly connected to the main air reservoir 106 via a first flow tube 162. In addition, the second apply valve 158 is fluidly coupled to the second release valve 156 via a second flow tube 164 and to the second isolation valve 160 via a third flow tube 166. In the open position, the second apply valve 158 allows compressed air to flow from the main air tank 106 downstream of the second apply valve 158 and to the second isolation valve 160. It will be appreciated that the second apply valve 158 is biased to a closed position and moves to an open position upon receipt of an electrical drive signal.
Similar to the second apply valve 158, the second release valve 156 is adapted to move between an open position (de-energized state) and a closed position (energized state) and is biased to the open position. Accordingly, the second release valve 156 moves to the closed position upon receipt of the electrical drive signal. In the open position, the second relief valve 156 allows compressed air downstream of the second relief valve 156 to flow out of the second flow tube 164, while in the closed position, the second relief valve 156 prevents compressed air downstream of the second relief valve 156 from flowing out of the second flow tube 164.
Further, the second isolation valve 160 is also adapted to move between an open position (powered off state) and a closed position (powered on state) and is biased to the open position. Accordingly, the second isolation valve 160 moves to the closed position upon receipt of the electrical drive signal. In the open position, the second isolation valve 160 allows compressed air to flow to the second relay valve 150, while in the closed position, the second isolation valve 160 prevents compressed air from flowing from the third flow tube 166 to the second relay valve 150, and vice versa. Thus, in the closed position, the second isolation valve 160 isolates the second brake control module 152 from the second relay valve 150 and the first brake control unit 102.
Further, the second brake control unit 104 may include a second emergency valve 170, the second emergency valve 170 being fluidly coupled to the second isolation valve 160 via a fourth flow tube 172 and downstream of the second isolation valve 160. The second emergency valve 170 is also fluidly coupled to the main air reservoir 106 to receive compressed air from the main air reservoir 106 via a fifth flow tube 174. Further, the second emergency valve 170 is fluidly connected to the second relay valve 150 via a sixth flow tube 176. As shown, the second emergency valve 170 is an electrically operated valve and is adapted to move between a first position and a second position. The second emergency valve 170 is biased to the first position and moves to the second position upon receipt of the electrical drive signal. In the first position, the second emergency valve 170 fluidly connects the fifth flow tube 174 to the sixth flow tube 176, and thus to the second relay valve 150, to allow compressed air (i.e., the third pilot pressure) to flow from the main air reservoir 106 to the second relay valve 150, and in the second position, the second emergency valve 170 fluidly connects the fourth flow tube 172 to the sixth flow tube 176 to allow compressed air (i.e., the third pilot pressure) to flow from the second brake control module 152 to the second relay valve 150.
It will be appreciated that during normal operation of the second brake control unit 104, in response to detecting depression/movement of the brake lever by the operator, the second controller of the second brake control unit 104 may apply/provide an electrical drive signal to the valve to apply/release the brake to the second bogie (i.e. rail car). For example, when the second brake control unit 104 is operating normally, the second controller may provide an electrical drive signal to the second apply valve 158 and the second release valve 156 to apply the brakes in response to detecting depression/movement of the brake lever by the operator to apply the actuator to the railcar. Thus, to apply the brakes, during normal operation of the second brake control unit 104, the second controller moves the second apply valve 158 to the open position and the second release valve 156 to the closed position. Further, it will be appreciated that the second emergency valve 170 remains in the second position during normal operation of the second brake control unit 104. To release the actuator in response to detecting the operator's depression/movement of the brake lever to release the brake of the railcar, the second controller moves the second apply valve 158 to the closed position and the release valve 156 to the open position during normal operation of the second brake control unit 104. Further, it will be appreciated that the second emergency valve 170 remains in the second position during normal operation of the second brake control unit 104.
In an embodiment, the redundant controller controls the second isolation valve 160 when the second brake control unit 104 or the brake control system 100 fails. When an electrical failure of the second release valve 156 and/or the second apply valve 158 is detected, a failure of the second brake control unit 104 is detected. During the failure mode, the redundant controller may apply/provide an electrical drive signal to the second isolation valve 160. Accordingly, in response to detecting a failure of the brake control system 100 or the second brake control unit 104, the second isolation valve 160 moves to the closed position. Thus, during normal operation of the second brake control unit 104, the second isolation valve 160 remains in the open position and is driven to the closed position upon detection of a failure of the second brake control unit 104 or the brake control system 100. Although it is contemplated that the redundant controller controls the second isolation valve 160 during a failure of the second brake control unit 104, it is understood that the first controller may also control the second isolation valve 160 upon detection of a failure of the second brake control unit 104.
Further, the brake control system 100 includes a bypass conduit 180, the bypass conduit 180 fluidly connecting the sixth flow path 146 to the sixth flow tube 176 to allow compressed air to flow therebetween. To control the flow of compressed air between the sixth flow path 146 and the sixth flow tube 176, and thus the first brake control unit 102 and the second brake control unit 104, the brake control system 100 includes a failsafe valve 182. As shown, the failsafe valve 182 is an electromechanical valve and is adapted to move between an open position and a closed position. In the open position, the failsafe valve 182 allows compressed air to flow between the first brake control unit 102 and the second brake control unit 104, while in the closed position, the failsafe valve 182 prevents compressed air from flowing between the first brake control unit 102 and the second brake control unit 104. Further, the failsafe valve 182 is biased to the closed position and moves to the open position upon receipt of the electrical drive signal. In addition, when the brake control system 100 is operating normally (i.e., the first brake control unit 102 and/or the second brake control unit 104 are not malfunctioning), the failsafe valve 182 remains in the closed position. Upon detecting a failure of the first brake control unit 102 and/or the second brake control unit 104, the failsafe valve 182 moves to the open position. When the second brake control unit 104 fails and the first brake control unit is operating normally, the failsafe valve 182 allows compressed air (i.e., the third pilot pressure) to flow from downstream of the first brake control module 120 to the second relay valve 150 via the bypass conduit 180. In addition, when the first brake control unit 102 fails and the second brake control unit 104 is operating normally, the failsafe valve 182 allows compressed air (i.e., the first pilot pressure) to flow from downstream of the second brake control module 152 to the first relay valve 112 via the bypass conduit 180.
Referring to fig. 4 and 5, the brake control system 100 includes a second fail-safe valve 190 to provide compressed air to a relay valve of the second railcar in the event that a brake control system failure of the second railcar is detected. Further, the second failsafe valve 190 facilitates receiving compressed air from the second railcar in the event of a failure of both brake control units 102, 104. The second fail-safe valve 190 is connected to the bypass conduit 180 via a flow conduit 192. As shown, the second fail-safe valve 190 is an electromechanical valve and is adapted to move between an open position and a closed position. In the open position, the second failsafe valve 190 allows compressed air to flow from the brake control system 100 of the railcar to the brake control system of the second railcar and vice versa, while in the closed position, the second failsafe valve 190 prevents compressed air from flowing between the two brake control systems. Further, the second fail-safe valve 190 is biased to a closed position and moves to an open position upon receipt of an electrical drive signal.
Further, the brake control system 100 may include a first pressure regulator 194 for controlling/regulating the pressure of the compressed air supplied to the first emergency valve 140 via the fifth flow path 144 and to the second emergency valve 170 via the fifth flow tube 174. Further, the brake control system 100 may include a second pressure regulator 196 for controlling/regulating the pressure of the compressed air supplied to the control air reservoir 122, thereby controlling the values of the second and fourth pilot pressures.
Referring to FIG. 6, a brake control system 100' is shown in accordance with an alternative embodiment of the present invention. The brake control system 100 'is similar to the brake control system 100 except that the control reservoir 122 is omitted from the brake control system 100'. Further, in the brake control system 100', the first emergency valve 140' is connected to the fifth flow path 144' and controls the application of the second pilot pressure to the first relay valve 112, instead of allowing the compressed air to flow to the first relay valve 112 as the first pilot pressure. Similarly, the second emergency valve 170 'is connected to the fifth flow tube 174' and controls the application of the fourth pilot pressure to the second relay valve 150, instead of allowing the compressed air to flow to the second relay valve 150 as the third pilot pressure.
The operation of the brake control system 100 will now be described. The functions of the brake control system 100 during normal operation of the brake control system 100, i.e., when both the first brake control unit 102 and the second brake control unit 104 are operating normally, are described with reference to the drawings. To apply the brakes, an operator may operate the brake lever to a braking position. Upon detecting that the brake lever is in the braking position, the brake controller (first and second controllers) may control/actuate the first and second application valves 128, 158 and move the first and second application valves 128, 158 to the open position. Further, the brake controller may actuate the first release valve 126 and the second release valve 156 to the closed position. Further, the brake controller may prevent actuation of the first isolation valve 130, the second isolation valve 160, and the failsafe valve 182. Thus, the first isolation valve 130 and the second isolation valve 160 remain in the open position, while the failsafe valve remains in the closed position.
In this manner, the first brake control module 120 allows compressed air (i.e., a first pilot pressure) to flow from the main air reservoir 106 to the first relay valve 112 via the first flow path 132, the first emergency valve 140, and the second brake control module 152 allows compressed air (i.e., a third pilot pressure) to flow from the main air reservoir 106 to the second relay valve 150 via the first flow tube 162, the second emergency valve 170, and the sixth flow tube 176. Thus, the first relay valve 112 is energized/driven to move to an open position to allow compressed air to flow to the first brake cylinder pipe 108, thereby causing the brakes of the first bogie to be applied, and the second relay valve 150 is driven to an open position to allow compressed air to flow to the second brake cylinder pipe 110, thereby causing the brakes of the second bogie to be applied.
The function of the brake control system 100 for applying/releasing brakes to a railcar during a failure mode will now be described. When a hardware or electrical or electronic failure of the first brake control unit 102 and/or the second control unit 104 is detected, the brake controller may detect a failure mode. Referring to fig. 3, the functions of the brake control system 100 are shown during normal operation of the second brake control unit 104 while the first brake control unit 102 is malfunctioning. When an electrical failure of the first apply valve 128 and/or an electrical failure of the first release valve 126 has occurred, or the first apply valve 128 and/or the first release valve 126 are not energized even after receiving the electrical drive signal, or the first apply valve 128 and/or the first release valve 126 are stuck in an energized state, a failure of the first brake control unit 102 is detected/determined. Due to failure of the first application valve 128 and the first release valve 126, the first application valve 128 moves to a closed position, the first release valve 126 moves to an open position, or the first application valve 128 moves to a closed position, the first release valve 126 remains stuck in the closed position. Further, upon detecting a failure of the first application valve 128 and the first release valve 126, the redundant controller or the first controller drives the first isolation valve 130 to move the first isolation valve 130 to the closed position. Accordingly, the first brake control module 120 is isolated from the first relay valve 112 (i.e., the sixth flow path 146). In addition, the redundant controller maintains the first emergency valve 140 in the second position.
Further, as the second brake control unit 104 continues to operate normally, for brake application, the second controller moves the second apply valve 158 to the open position and the second release valve 156 to the closed position while keeping the second isolation valve 160 inactive, so the controller maintains the second isolation valve 160 in the open position. Accordingly, the second brake control module 152 allows compressed air to flow from the main air reservoir 106 to the sixth flow tube 176 via the fourth flow tube 172, thereby flowing to the second relay valve 150 as a third pilot pressure.
Further, upon detecting a failure of the first brake control unit 102, the brake controller drives the first fail-safe valve 182 to the open position. In this way, compressed air is caused to flow from the sixth flow tube 176 to the sixth flow path 146 via the bypass conduit 180. Accordingly, a first pilot pressure is applied to the first relay valve 112 to drive the first relay valve 112 to an open position, thereby allowing compressed air to flow from the main air reservoir 106 to the first brake cylinder tube 108 to apply the first bogie brake.
For brake release, the second brake control unit 104 moves the second apply valve 158 to the closed position and moves the second release valve 156 to the open position while keeping the second isolation valve 160 inactive, so that the controller maintains the second isolation valve 160 in the open position. Accordingly, the second brake control module 152 discharges compressed air from the sixth flow pipe 176 via the fourth flow pipe 172, thereby discharging compressed air from the second relay valve 150 as the third pilot pressure. The third pilot pressure is discharged from the second relay valve 150, resulting in the compressed air being discharged from the second brake cylinder pipe 110 to release the brake of the second bogie.
Further, upon detecting a failure of the first brake control unit 102, the brake controller drives the first fail-safe valve 182 to the open position. In this way, compressed air is discharged from the sixth flow path 146 via the bypass conduit 180 and the fourth flow tube 172. Thus, the first pilot pressure is discharged from the first relay valve 112, resulting in the compressed air being discharged from the first brake cylinder tube 108 to release the brake of the first bogie.
In this manner, in the event of a failure of the first brake control unit 102, the brake control system 100 facilitates brake application/release of the first and second trucks. The second brake control unit 104 allows the second bogie to be braked in a similar manner to that explained before during normal operation of the brake control system 100.
With reference to fig. 2, the functions of the brake control system 100 during normal operation of the first brake control unit 102 while the second brake control unit 104 is malfunctioning will be described. When an electrical failure of the second apply valve 158 and/or an electrical failure of the second release valve 156 has occurred, or the second apply valve 158 and/or the second release valve 156 are not energized even after receiving the electrical drive signal, or the second apply valve 158 and/or the second release valve 156 are stuck in an energized state, a failure of the second brake control unit 104 is detected/determined. Due to failure of the second apply valve 158 and the second release valve 156, the second apply valve 158 moves to the closed position, the second release valve 156 moves to the open position, or the second apply valve 158 moves to the closed position, the second release valve 156 remains stuck in the closed position. Further, upon detecting a failure of the second apply valve 158 and the second release valve 156, the redundant controller or the second controller drives the second isolation valve 160 to move the second isolation valve 160 to the closed position. Thus, the second brake control module 152 is isolated from the second relay valve 150 (i.e., the sixth flow tube 176). In addition, the redundant controller maintains the second emergency valve 170 in the second position.
Further, as the first brake control unit 102 continues to operate normally, for brake application, the first controller moves the first apply valve 128 to the open position and the first release valve 126 to the closed position while keeping the first isolation valve 130 inactive, so the controller maintains the first isolation valve 130 in the open position. Accordingly, the first brake control module 120 allows compressed air to flow from the main air tank 106 to the sixth flow path 146 via the fourth flow path 142, and thus to the first relay valve 112 as the first pilot pressure.
Further, upon detecting a failure of the second brake control unit 104, the brake controller drives the first fail-safe valve 182 to the open position. In this way, compressed air is caused to flow from the sixth flow path 146 to the sixth flow tube 176 via the bypass conduit 180. Accordingly, a third pilot pressure is applied to the second relay valve 150 to drive the second relay valve 150 to the open position, thereby allowing compressed air to flow from the main air reservoir 106 to the second brake cylinder pipe 110 to apply the brakes of the second bogie.
For brake release, the first brake control unit 102 moves the first apply valve 128 to the closed position and moves the first release valve 126 to the open position while keeping the first isolation valve 140 inactive, so that the controller maintains the first isolation valve 140 in the open position. Accordingly, the first brake control module 120 discharges the compressed air from the sixth flow path 146 via the fourth flow path 142, thereby discharging the compressed air from the first relay valve 112 as the first pilot pressure. The discharge of the first pilot pressure from the first relay valve 112 results in the discharge of compressed air from the first brake cylinder tube 108 to release the brake of the first bogie.
Further, upon detecting a failure of the second brake control unit 104, the brake controller drives the first fail-safe valve 182 to the open position. In this way, the compressed air is discharged from the sixth flow tube 176 via the bypass duct 180 and the fourth flow path 142. Thus, the third pilot pressure is discharged from the second relay valve 150, resulting in the compressed air being discharged from the second brake cylinder pipe 110 to release the brake of the second bogie.
In this manner, in the event of a failure of the second brake control unit 104, the brake control system 100 facilitates brake application/release of the second bogie and the first bogie. During normal operation of the brake control system 100, the first brake control unit 102 allows the first bogie to brake in a similar manner as explained above.
Referring to FIG. 5, as shown, a brake control system 100 provides a flow of compressed air to a brake control system of another railcar. To provide compressed air to the brake control system of another railcar, first and second fail-safe valves 182, 190 are moved to an open position. Thus, compressed air is provided to the brake control system of the second railcar via bypass conduit 180 and flow conduit 192.
It should be noted that the figures and the above description show example embodiments in a simple and schematic manner. Numerous specific mechanical details are not shown since those skilled in the art will be familiar with these details, and which would unnecessarily complicate the description.
Claims (10)
1. A brake control system for a railcar having two bogies, said brake control system comprising:
a first brake control unit for controlling braking of a first bogie of the railway car, the first brake control unit comprising:
a first relay valve for controlling the flow of compressed air from the main air reservoir to the first brake cylinder tube to control braking of the first bogie, wherein the first relay valve allows compressed air to flow to the first brake cylinder tube when a first pilot pressure is applied, an
A first brake control module for controlling application of the first pilot pressure to the first relay valve to drive the first relay valve, wherein the first brake control module controls application of the first pilot pressure during normal operation of the first brake control unit;
a second brake control unit for controlling braking of a second bogie of the railway car, the second brake control unit comprising:
a second relay valve for controlling the flow of compressed air from the main air reservoir to a second brake cylinder tube to control braking of the second bogie, wherein the second relay valve allows compressed air to flow to the second brake cylinder tube when a third pilot pressure is applied, an
A second brake control module for controlling the application of the third pilot pressure to the second relay valve during normal operation of the second brake control unit;
a bypass conduit connecting the outlet of the first brake control module to the outlet of the second brake control module; and
a fail-safe valve adapted to move between an open position and a closed position, wherein,
in the closed position, the failsafe valve prevents compressed air from flowing between the first brake control unit and the second brake control unit via the bypass conduit,
in the open position, the failsafe valve allows compressed air to flow between the first brake control unit and the second brake control unit via the bypass conduit,
wherein the fail-safe valve provides the first pilot pressure to the first relay valve when the first brake control unit fails, and provides the third pilot pressure to the second relay valve in response to a failure of the second brake control unit.
2. The brake control system of claim 1, wherein the first brake control module comprises:
a first application valve fluidly connected to the main reservoir and adapted to move to an open position and a closed position, wherein upon receipt of an electrical signal in response to initiating braking of the railcar, the first application valve is moved to the open position to allow compressed air to flow from the main reservoir to the first relay valve, and
and a first isolation valve disposed downstream of the first apply valve and adapted to control the flow of the compressed air from the first apply valve to the first relay valve, the first isolation valve being moved to a closed position to prevent the flow of compressed air between the first apply valve and the first relay valve upon detection of a failure of the first brake control unit.
3. The brake control system of claim 2, wherein the first brake control module includes a first release valve in fluid connection with the first apply valve and the first isolation valve, the first release valve facilitating release of a first pilot pressure applied to the first relay valve to release braking of the first bogie.
4. The brake control system of claim 3, wherein the first relief valve is moved to a closed position upon detection of a brake application of the railcar, wherein in the closed position the first relief valve prevents the compressed air from flowing downstream of the first relief valve.
5. The brake control system of claim 1, wherein the second brake control module comprises:
a second apply valve fluidly connected to the main reservoir and adapted to move to an open position and a closed position, wherein upon receipt of an electrical signal in response to initiating braking of the railcar, the second apply valve is moved to the open position to allow compressed air to flow from the main reservoir to the second relay valve, and
and a second isolation valve disposed downstream of the second apply valve and adapted to control the flow of the compressed air from the second apply valve to the second relay valve, the second isolation valve being moved to a closed position to prevent the flow of compressed air between the second apply valve and the second relay valve upon detection of a failure of the second brake control unit.
6. The brake control system of claim 5, wherein the second brake control module includes a second release valve in fluid connection with the second apply valve and the second isolation valve, the second release valve facilitating release of a third pilot pressure applied to the second relay valve to release braking of the second bogie.
7. The brake control system of claim 6, wherein the second relief valve is moved to a closed position upon detection of a brake application of the railcar, wherein in the closed position the second relief valve prevents compressed air from flowing downstream of the second relief valve.
8. A brake control system according to claim 3, wherein upon detection of a failure of the first application valve and/or the first release valve, a failure of the first brake control unit is detected.
9. The brake control system according to claim 6, wherein upon detecting a failure of the second apply valve and/or the second release valve, a failure of the second brake control unit is detected.
10. The brake control system of claim 1, wherein the brake control system includes a second failsafe valve fluidly connecting the brake control system to another brake control system of another railcar to provide pilot pressure to the other brake control system.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IN202041052369 | 2020-12-01 | ||
| IN202041052369 | 2020-12-01 |
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| CN114572174A CN114572174A (en) | 2022-06-03 |
| CN114572174B true CN114572174B (en) | 2024-03-19 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111457539.6A Active CN114572174B (en) | 2020-12-01 | 2021-12-01 | Brake control system for railway vehicle |
Country Status (6)
| Country | Link |
|---|---|
| US (1) | US11718281B2 (en) |
| EP (1) | EP4011728B1 (en) |
| JP (1) | JP2022087828A (en) |
| CN (1) | CN114572174B (en) |
| AU (1) | AU2021266326B2 (en) |
| CA (1) | CA3140741A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116678649B (en) * | 2023-06-07 | 2024-05-24 | 眉山中车制动科技股份有限公司 | Air brake system of multi-system single-vehicle test platform of railway wagon |
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2021
- 2021-11-01 US US17/516,008 patent/US11718281B2/en active Active
- 2021-11-12 AU AU2021266326A patent/AU2021266326B2/en active Active
- 2021-11-29 JP JP2021193480A patent/JP2022087828A/en active Pending
- 2021-11-30 CA CA3140741A patent/CA3140741A1/en active Pending
- 2021-12-01 EP EP21211541.4A patent/EP4011728B1/en active Active
- 2021-12-01 CN CN202111457539.6A patent/CN114572174B/en active Active
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Also Published As
| Publication number | Publication date |
|---|---|
| CN114572174A (en) | 2022-06-03 |
| AU2021266326B2 (en) | 2023-05-11 |
| EP4011728A1 (en) | 2022-06-15 |
| AU2021266326A1 (en) | 2022-06-16 |
| US11718281B2 (en) | 2023-08-08 |
| CA3140741A1 (en) | 2022-06-01 |
| US20220185252A1 (en) | 2022-06-16 |
| JP2022087828A (en) | 2022-06-13 |
| EP4011728B1 (en) | 2024-02-07 |
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